Rotary internal-combustion engine.



W. 0. MILLER. ROTARY INTERNAL COMBUSTION ENGINE- APPLICATION FILED SEPT. 19, 1912. b 1, 1 06,666, Patented Aug. 11, 1914 W. O. MILLER.

ROTARY INTERNAL COMBUSTION ENGINE.

APPLIUATION FILED SEPT. 19, 1912.

1,106,666, Patnted Au 11, 1m

2 SHEETS-SHEBT 2.

-be embodied in an engine in which explo- WILLIAM O. MILLER, 0F BILLINGS, MONTANA.

ROTARY INTERNAL-COMBUSTION ENGINE.

' Specification of Letters Patent. Application filed September 19, 1912. Serial No. 721,254.

Patented na at, rate.

tion engines in which a plurality of like pistons are constantly driven in an annular piston chamber or cylinder by rapidly recurring explosions in the rear of each, inutilated cylinder heads rotating continuously in planes intersecting said chamber serving to close the latter at proper times in front and rear of the several pistons, thus dividing the chamber into what are the equivalent of short cylinders of difierent lengths. The charges are compressed by the pistons and then passed from front to rear of the same and immediately exploded, no explosions occurring simultaneously, however.

. The main features of the invention may sions are caused by any of the ordinary forms of ignition devices, but preferably the engine is made in such manner that explosions may be caused either by special ignition devices or by ignition through heat generated, partly at least, by very high compression which is nearly instantaneous. For illustration, the invention is shown as embodied in an engine having four quadrantally arranged pistons, each at short intervals compressing in its front a charge which y then passes to its rear and is there immediately exploded. In the device's shown, this operation occurs three times during each revolution of each piston, or twelve times during each rotation of the common power shaft which carries all the pistons.

In the accompanying drawings, Figure 1 is a medial section in the plane of the piston chamber. Fig. 2 is a section on the line 2-2, Fig. 1. Fig. 3 is a section on the line 33, Fig. 2. Fig. 4 is a section on the line 4.4, Fig. 1. Fig. 5 is a side view of one of the cylinder-head plates.

Inthese figures, which are partly diagrammatic, A, A represent casing halves provided with central openings to receive a power shaft B and with annular recesses, concentric with the shaft and adapted to form, when the halves are bolted together, a

laterally closed circular piston chamber (1 with which communicate a series of inlet passages D, exhaust ports E and by-passes F, Thls main casing is further provided with nine rigidly connected, two-part oasings, G, G for rotary cylinder heads all lying in planes which are radialwith respect to t e power shaft and which are peripherally cut away so that in rotating they alternately obstruct and cease to obstruct the piston chamber.

Between the halves of the main casing closely fits a disk II fixed to the power shaft and carrying at its margin thin quadrantally spaced like pistons II, H H H closely fitting the piston chamber. The latter communicates, at three angularly equidistant points, and by means of passages F, F with the three by-passes, respectively. These two passages are so arranged that each passing piston will close them in suc: cession and open them in succession but cannot close both at the same time. Adjacent to each bypass, and on opposite sides thereof, respectively, are two of the cylinder head casings, G, G in which fit, respectively, cylinder head plates I, I, fixed to shafts J which pass centrally through the corresponding casings and are constantly rotated in any suitable way, as by gears K, K.

At some distance in advance of the plates just mentioned (considered with respect to the direction of travel of the pistons) is an analogous cylinder head I mounted like those already mentioned and rotated in a similar way. Slightly in advance of each of these members I is a preferably valve-controlled'intake opening I) and in the rear of each is an exhaust port E. That the same engine may be operated either by special igniting devices or by sudden high compression, I provide near the passage F an inlet M through which certain crude oils may be forcibly injected by devices not shown, and also provide near the same point a suitable ignition device N, which may be used or not as may be desired, this usually depending upon the kind of fuel to be used for the time being.

Each cylinder head plate is a plane disk extending inward to the inner side of theing a sort of cylinder head, and then while the cut away portion is assing leaves the chamber unobstructed. T e rotation is such that each plate passes out of obstructing position as each piston approaches and cuts off the chamber in the rear of each piston after it has passed. The peripheral extent of the cutting depends upon the oflice of the plate or cylinder head.

Supposmg that the sparking device is to be used and that the movement of the pistons is clockwise, each cylinder head on leaving an inlet opening, the cylinder'head or plate in its rear having closed, draws in a charge 5 (see piston H) and at the same time compresses in its front a charge drawn in in the rear of the preceding piston. Meantime, the c linder head on the far sid'epf the next of t e by-passes closes and the cylinder head on 0 the near side opens, allowin the piston to pass and then immediately c oses behindit. The charge is then highly compressed by the advancing piston and orced throu h the passage F (Fig. 1, piston H) into t e by- 5 pass, which is made as a small chamber. The further advance of the piston closes the passage F. and opens the. assage F allowing the chargeto pass to t e rear of the piston and fill the space between it and the next cylinder head in the rear. At this moment a spark ignites the charge and the piston receives a forward impulse. At just the proper instant, the cylinder head next in front of the piston moves out of the path of the 5 piston and the next cylinder head in advance closes, so that the advancing piston forces out at the next exhaust passage any gases that may be in its front, the last mentioned cylinder head opening in time to allow the piston to pass. In passing through the next third of its circular path the piston and corresponding parts repeat this entire operation; and so for each of the pistons in succession, but as the number of by-passes. is 5 not the same as the number of pistons, no

two ever perform the same function simultaneously, two being at different stages of compressing and one pushing out products of combustion at the time of explosion in the rear of the .fourth piston.

In case no ignition devices are used the proper kind of oil is injected under high pressure and only air is drawn in at the intake ports.

5 It may also be observed, that the constructiongives nearly perfect balancing of parts,so that at high speed there is practically little vibration or undesirable strain on 7 any Part, nor isthe the usual necessity for 0 the useof a fly-wheel. The construction gives, in eifect, a series of independent short cylinders varying in length according to the work of each, and all reciproeating parts and all valves except only 5 hand valves outside the engine,

upon the rear side of trollin the sup 1y pipes, are avoided. 1t should be still fiirther noted that packing rings and the likeare used wherever necessary, such packings being shown at Q and R, the latter packings being rings, preferably of metal, wider than the spaces in which the piston approaches the point of closure,-

whereby a "charge is compressed and forced into the bypass by the advancing piston,

means for closingthe her on the rear side of the by-pa ss and piston before the latter passes the rear end of the by-pass, and

means for explodfl the cha after the piston has opened e rear an of the bypass and while it covers the front end.

' 2. The combination with a power-shaft bearing a series of pistons and a'ca'sin'g having an annular piston chamber concentric with the power shaftiandja series of valveless by-passes slightly longer than each piston, of means for temporarily closing said chamber slightly in advance of each by-pass as a piston approachesthat by-p'ass, means for temporarilyhclosing said chamber v 0 same by-p'ass after the piston passes that point of closure and before it passes the rear end of the same bypass, and means for the char e after rear piston. V g 3. The combination with an annular pis-' end is uncovered" by t le ton chamber having a valveless by-pass and exhaust and inlet ports in the front and rear, respectively, of the b -pass, of a piston traveling in said cham r and adapted to close the ends of the by-pass in succession only, as it passes them, means forclosing the chamber temporarily slightly inadvance of the forward end of thejby passfas the piston approaches this at of closure, means for closing the cham temporarily in the rear of the by-pass after the piston has passed this second point of closure, means for igniting the chargewhen the piston has opened the rear end of thebypass' and obstructs the front end ofthe s ame,'and means for closin the chamber htly'in advance of saide aust while e iston is ap-' preaching this t p i t f. c n the impulse of the explosion":

'4. The combination an "annula r pis; ton chamber having 'a of equally spaced valveless byan inlet port in the rear of and an exhaust port 'm advance of each, a numerically different series of equally spaced traveling iio in said chamber and each adapted to close the rear and forward ends of each bypass in succession only, means for closing the chamber momentarily slightly in advance of each by-pass when any piston approaches itfrom the corresponding inlet port, means for closing the chamber momentarily in the rear of the same by-pass after the piston has passed this point of closure, means for igniting the charge when the piston has opened the rear end of the same bypass and is obstructing the forward end 0f,.the same, and means for momentarily closing the chamber slightly in, advance of the corresponding exhaust port while-the latter.

5. In apparatus of the class described, the combination with a casing having an annu lar piston chamber provided with a valveless by-pass from one point to another there of, of a iston traveling in said chamber and incapab e of closing both terminals of said by-pass simultaneously, and means for temporarily closing said chamber at points in front and rear of said by-pass while the piston is between said points of closure.

6. The combination with a casing having an annular piston chamber provided at regu-- lar intervals with valveless by-passes fromone point to another thereof, of a series of pistons differing in number from the bypasses and incapable of covering at once both terminals of any by-pass, and mutilated disks rotating in radial planes for closing the chamber on each side of each bypass while a piston is moving between the points of closure and.a charge is forced through the by-pass from front to rear of the piston by the latter.

7. The combination with a casing having an annular piston chamber and provided with a series of spaced valveless by-passes and with a corresponding series of inlet and exhaust ports at some distance in advance of the by-passes, respectively, rotating piston nearing the plates arranged to close the chamber momentarily in front and rear of each by-pass, similar plates arranged to then momentarily close the chamber between the inlet and exhaust ports next in advance, and a numeri-- cally different series of pistons" traveling in said chamber, the movements of the plates being timed to close the chamber on each side of each byfliass while a piston between the points of closure pushes a charge through the by pass from its' own front to' its rear' and to close it at a more advanced point while the same piston pushes out products of combustion and a preceding piston draws in a charge.

8. The combination with a casing having" an annular piston chamber provided withseries of spaced by-passes, inlet ports, and exhaust ports, of a series of pistons traveling in said chamber and forming the sole means for opening and closing the bypasses, and a series of rotary plates closing the chamber momentarily, in front and rear "of each piston, said plates being timed to an annularpiston chamber provided at intervals with inlet ports, exhaust ports and by-passes, of a numerically different series of pistons traveling in said chamber, forming the sole means for controlling the bypasses and each arranged to compress a charge drawn in by the next piston in ad- Vance and force out burned gases left in the rear of the said preceding piston.

In testimony whereof I aflix my signature in presence of two witnesses.

WILLIAM O. MILLER.

Witnesses:

A. D. S'raour,v EARL INEMAN. 

